Fluid-pressure brake.



No. 723,386. PATENTED MAR. 24, 1903 M. w. HIBBARD.-

' FLUID PRESSURE BRAKE.

APPLICATION FILED FEB. 24, 1902 I0 MODEL.

UNITED STATES PATENT OFFICE.

MAURY w. HIBBARD, or CHICAGO, ILLINOIS, ASSIGNOR TO RICHARD FITZGERALD, OF CHICAGO, ILLINOIS.

FLUID-PRESSURE BRAKE.

SPECIFIGATION forming part of Letters Patent No. 723,386, dated March 24, 1903. Application filed February 24, 1902. Serial No. 95,340. (No model.)

To all wlw it y 0077/0877 cession by the trainman as he passed along Be it known that I, MAURY W. HIBBARD, the train the sudden reduction of auxiliarya citizen of the United States, residing at reservoir pressure and consequent sudden Chicago, in the county'of Cook and State of call or drain upon the train-line pressure to 55 Illinois, have invented certain new and usesupply such auxiliary reservoirs to their ful Improvements in Fluid-Pressure Brakes, proper pressure, but at a rate faster than the of which the following is a specification. supply from the air-brake pump, might cause My present invention has'relation to dea sufficient lowering of the train-pipe presvices or valve mechanisms operating in consure to apply some of the brakes in the same 60 1o nection with an air-brake system of railwaymanner as brought about by the reductions cars for the purpose of producing a partial of pressure at the engineers brake-valve. braking pressure for a car empty and a full My invention is capable of avoiding these orincreased braking pressure for acarloaded, possible objections by providing for a feed to and such an invention is applicable to and the supplemental reservoir which is slow as 65 constitutes an improvement uponthe device compared with that of the devices of my said shown and described in Patent No. 683,205, patents, but providing for-a full flow in the issued September 24, 1901,0n my invention opposite directionthat is, byprovidingabyfor improvements in fluid-pressure brakes passcheck-valvedevicein the communication and also applicable to the device of the same between the reservoirs whereby the proper 7o 2: general charactershown and described in Patbraking pressure will be maintained in the airent No. 699,386, issued May 6, 1902. brake system and the supplemental reservoir The object of the present invention is to WlllbB permitted to feedgradually and prefprovide simple and efficient means for preerably at a rate slower than the pump supply venting a too rapid charging ofthe suppleand slower than the usual feed through the 75 mental reservoir and a'consequent depletion ordinary triple valve.

or reduction in pressure of the auxiliary res- In the accompanyingjdrawings, Figure l is ervoir. In the present instance this provian elevation ofarotarydisk valve correspondsion comprises, in general terms, a by-pass ing to the valve 13 of the device of my said check-valve arranged at any suitable point Patent No. 699,386 and embodying my inven- 8o in the passage or communication between the tion; Fig. 2, a section on the lineA B of Fig. reservoirs. 1; Figs. 3 and 4, views similar to Figs. 1 and 2 Referring for convenience to the device of and illustrating a modified form of checkthe pending application aforesaid, in case the valve; 'and Fig. 5, a sectional elevation of the supplemental reservoir should happen to be valve-casing and valve,illustratinga modified 85 empty, or substantially so, the connecting form of the by-pass.

therewith of the auxiliary reservoir by the" The valve-casing and the valve and its ports trainman by means of the rotary disk valve are similar to those shown in my said Patwould obviously cause a quick drop or deent No. 699,386, and will, for convenience, be crease of the auxiliary-reservoir pressure, marked with correspondingreference-figures. o which would continue until equalization ob "As before, the valve 13 has the recess 22 and tained between these two reservoirs. This the two transverse ports 20 and 21, the latter condition of things might be objectionable it of'which is concerned with reservoir-bleeding it should be desired that the train proceed at and the former of which is adapted to connect once, inasmuch as the brake system would or form communication between the auxiliary 95 not then be under the customary pressure of reservoir and the supplemental reservoir.

seventy pounds, WhBI'GUPOTIll] would be nec- Referring to Figs. 1 and 2, the valve has essary or proper to hold the train until the on one side, immediately arljacentthe port 20, reservoirs, both supplemental and auxiliary, a cage which is formed by a series of prongs were pumped up. Furthermore, if several 13,within which isinclosedaball13", adapted 100 of these empty and loaded car devices should under certain circumstances, as hereinafter be operated simultaneously or in quick sucexplained, to seat upon and close the port 20,

and having the functions of a check-valve. In practice the prongs 13 are straight lugs, cast With the valve and then clenched down by a die or tool after the ball hasbeeu inserted.

As shown in Fig. 2, the edge of the valve has a small port or by-pass entering the port 20 and forming a communication of restricted. size around the ball or check valve and preferably of less carrying capacity than the usual by-pass of a standard triple valve.

Normally the ball13 drops by gravityaway from its seat, thereby leaving the port 20 open for the free passage of air from the supplemental reservoir, as well as to the supplemental reservoir, whenever the two reservoirs are almost equalized as to pressure. Assum- 7 ing that the supplemental reservoir of acar is emptyand that the brake system is pumped up to full pressure, the turning of the valve 13 in the proper direction will form communication between the two reservoirs, as explained in said Patent No. 699,386; but the airpressure endeavoring to pass directly through the port 20 willmove the hall and force and hold it to its seat, as shown by dotted lines in Fig. 2. The air will then be required to pass through the restricted port or by-pass 20, whereby the charging of the supplemental reservoir will be gradual and according to the carrying capacity of such by-pass, which may be varied as desired. In practice this by-pass is now made of a size to charge the supplemental reservoir in from five to ten minutes, while under the requirements of the standard brake systems as specified by the code of the Master Oar Builders Association the triple valve by-pass permits a charging of the auxiliary reservoir in from forty-five to sixty seconds. Practically as soon as equalization occurs between the two reservoirs the ball will roll down in its cage and away from its seat, and upon the application of the brakes the supplemental-reservoir air will have free flow to the auxiliary reservoir.

By the above-described provision the auxiliary-reservoir pressureis maintained,and the train may proceed without danger, and the supplemental reservoirs may be charged gradually while the train is running. Furthermore, the rate of charging of the brake system including my devices is thus entirely within the capacity of the air-pump, and all liability ofimproper application of the brakes is avoided.

The check-valve may take other forms, as

shown in Figs. 3 and 4, wherein the valve 13 is secured to a spring-wire 13 ,which is soldered or otherwise secured to the valve, so as to normallyhold the valve preferably slightly off its seat. This valve acts, like the ball, to close against air-pressure flowing to the supplemental reservoir but to open to the airpressure flowing in the opposite direction.

In the forms of valve shown in Figs. 1 to l the by-pass is shown outside of or separate from the valve itself, although it isapparent that it might be through the valve.' However, a hole through the ball would not be a practical construction, but a hole through the valve 13 would operate properly. To show such arrangement of the by-pass and at the same time show the check-valve itself in another location away from the operating-valve, Ihave designed the arrangement illustrated in Fig. 5. Here in the passage 9 leading to the supplemental reservoir is interposed a winged check-valve 13, seating in the direction of such reservoir and having a by-pass or port 13. This check-valve islimited by a stop 10, which in the present instance is 2. lug cast in the main-valve casing 10. This check-valve operates in a manner now obvious from the description hereinbefore given of the other check-valve.

I claim 1. In combination with an air-brake system, a reservoir supplemental to the usual auxiliary reservoir of the brake system, a valve controlling communication between such reservoirs and adapted to open or close such communication to permitflow in eitherdirection, and means for restricting the speed of charging of the supplemental reservoir.

2. In combination of an air-brake system, a reservoir supplemental to the usual auxiliary reservoir of the brake system, a valve controlling communication between such reservoirs and adapted when operated to open or close such communication to permit flow in either direction, and means for restricting the speed of charging of the supplemental reservoir but permitting free opposite flow.

3. In combination with an air-brake system, a reservoir supplemental to the usual auxiliary reservoir of the brake system, a valve controlling communication between said reservoirs, and a by-pass-check-valve device cooperating with said communication to restrict the charging of the supplemental reservoir but permitting free opposite flow.

4:. In combination with an air'brake system, a reservoir supplemental to the usual auxiliary reservoir of the brake system, a valve controlling communication between such reservoirs and adapted to open or close such communication to permit flow in either direction, and means for restricting the speed of charging of the supplemental reservoir so that such reservoir will be charged slower than the auxiliary reservoir. 7

5. In combination-with an air-brake system, a reservoir supplemental to the usual auxiliary reservoir and fed by pressure therefrom and having a less speed of charging and a valve adapted to connect and disconnect such reservoirs.

6. In combination with an air-brake system, a reservoir supplemental to the usual auxiliary reservoir of the brake system, a valve having a port 20 to connect said reservoirs, a check-valve adapted to seat on said port when the auxiliary-reservoir pressure is in excess and a by-pass for charging the supplemental reservoir.

7. In combination with an air-brake system, a reservoir supplemental to the usual auxiliary reservoir of the brake system, a valve having a port 20 to connect said reservoirs, and a cage adjacent such port, a ball checkvalve in such cage seating on the port against direct flow to the supplemental reservoir.

8. In combination with an air-brake system, a reservoir supplemental to the usual auxililary reservoir of the brake system, a valve having a port 20 to connect said reservoirs, and a cage adjacent such port formed by a series of lugs 13 clenched down to form in-- closing prongs, a ball check-valve in such cage seating on the port against direct flow to the supplementalreservoir and a by-pass charging the supplement-a1 reservoir.

9. The combination with an air-brake system, a reservoir supplemental to the usual auxiliary reservoir, a valve 13 having a port 20 to connect said reservoirs and having a cage adjacent said port and also having a bypass communicating between the auxiliary reservoir and such port 20 and a ball confined within the cage and acting as a check-valve against direct flow of air-pressu re to the supplemental reservoir.

10. In combination with an air-brake system, a reservoir supplemental to the usual auxiliary reservoir, a valve having a port adapted to communicate between said reservoirs and a cheek-valve adapted to seat on said port but normally off such seat.

11. In combination with an air-brake system, a reservoir supplemental to the usual auxiliary reservoir, a valve operated independently of the triple valve and having a port adapted to communicate between said reservoirs and a check-valve arranged on and movable with said valve and adapted to govern said port.

12. In combination with an air-brake system, a reservoir supplemental to the usual auxiliary reservoir, a valve having a port adapted to communicate between said reservoirs and a ball adapted to seat upon and govern said port, said valve having means for holding the ball in cooperativerelation to the port it governs.

13. In combination with an air-brake system, a reservoir supplemental to the usual auxiliary reservoir, a valve having a port adapted to communicate between said reservoirs and aballactingasacheck-valve adapted to seat upon and govern said port but normally held away therefrom by force of its gravity and arranged to seat upon and close such port upon a too rapid flow of pressure from the auxiliary reservoir to the supplemental reservoir.

14. In combination with an air-brake system, a reservoir supplemental to the usual auxiliary reservoir, a valve having a port adapted to communicate between said reservoirs and also having a restricted opening or by-pass connecting with said port beyond thevalve which governs it and a check-valve device arranged on and movable with said valve and adapted to govern said port.

15. In combination with an air-brake system, a reservoir supplemental to the usual auxiliary reservoir, a casing having a chamber communicating with the reservoirs respectively, arotary valve operating in said chamber and having a port or passage adapted to communicate between the reservoirs and a by-pass check-valve device arranged on said Valve.

16. In combination with an air-brake system, a reservoir supplemental to the usual auxiliary reservoir, a rotary disk valve operated independently of the usual triple valve and controlling communication between the said reservoirs, and a by-pass check-valve device arranged on said valve and cooperating with said communication to restrict the charging of the supplemental reservoir but permitting free opposite flow.

17. In combination with an air-brake system, a reservoir supplemental to the usual auxiliary reservoir of the brake system, a valve controlling communication between such reservoirs and adapted to be set by hand so as to either open or close such communication and means for restricting the speed of charging of the supplemental reservoir but permitting free opposite flow.

18. In combination with an air-brake system, a reservoir supplemental to the usual auxiliary reservoir of the brake system, a Valve controlling communication between such reservoirs and adapted to open or close such communication, and means also cooperating with such communication and governed by the speed of flow through such communication for the purpose of preventing a too rapid flow to ward the supplemental reservoir.

19. In combination with an air-brake system, a'reservoir supplemental to the usual auxiliary reservoir of the brake system, a valve controlling communication between such reservoirs, and means cooperating with such communication and normally adapted to permit free flow in both directions but governed by the pressure of a too rapid charging of the supplemental reservoir so as to close such free communication.

20. In combination with an air-brake system, a reservoir supplemental to the usual auxiliary reservoir of the brake system, a valve controlling communication between such reservoirs, and a normally unseated check-valve cooperating with such communication and adapted to always permit free flow toward the auxiliary reservoir and normally in both directions but to be seated by the force of a too rapid flow in the charging of the supplemental reservoir.

MAURY W. HIBBARD.

Witnesses:

S. E. HIBBEN,

Lows 13. ERWIN.

IIO 

